EP0897741B1 - Abgasreinigungssystem für Verbrennungsmotoren - Google Patents

Abgasreinigungssystem für Verbrennungsmotoren Download PDF

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Publication number
EP0897741B1
EP0897741B1 EP98306477A EP98306477A EP0897741B1 EP 0897741 B1 EP0897741 B1 EP 0897741B1 EP 98306477 A EP98306477 A EP 98306477A EP 98306477 A EP98306477 A EP 98306477A EP 0897741 B1 EP0897741 B1 EP 0897741B1
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EP
European Patent Office
Prior art keywords
exhaust gas
nox
concentration
egr
ratio
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EP98306477A
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English (en)
French (fr)
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EP0897741A3 (de
EP0897741A2 (de
Inventor
Isao Komoriya
Ken Ogawa
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/0065—Specific aspects of external EGR control
    • F02D41/0072—Estimating, calculating or determining the EGR rate, amount or flow
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/34—Chemical or biological purification of waste gases
    • B01D53/74—General processes for purification of waste gases; Apparatus or devices specially adapted therefor
    • B01D53/86—Catalytic processes
    • B01D53/8696—Controlling the catalytic process
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/34—Chemical or biological purification of waste gases
    • B01D53/74—General processes for purification of waste gases; Apparatus or devices specially adapted therefor
    • B01D53/86—Catalytic processes
    • B01D53/90—Injecting reactants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/34—Chemical or biological purification of waste gases
    • B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
    • B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
    • B01D53/9404—Removing only nitrogen compounds
    • B01D53/9409—Nitrogen oxides
    • B01D53/9431—Processes characterised by a specific device
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/34—Chemical or biological purification of waste gases
    • B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
    • B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
    • B01D53/9495—Controlling the catalytic process
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
    • F02D41/1475—Regulating the air fuel ratio at a value other than stoichiometry
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D2251/00—Reactants
    • B01D2251/20—Reductants
    • B01D2251/208—Hydrocarbons
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2330/00—Structure of catalyst support or particle filter
    • F01N2330/06—Ceramic, e.g. monoliths
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • F02D41/1456—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio with sensor output signal being linear or quasi-linear with the concentration of oxygen
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • This invention relates to an exhaust gas purification system of an internal combustion engine, particularly to an exhaust gas purification system of an internal combustion engine that uses a selective-reduction type NOx reduction catalyst to reduce NOx (oxides of nitrogen) constituents in an exhaust gas in an oxidizing state by use of HCs (hydrocarbons) as a reducing agent.
  • NOx oxides of nitrogen
  • HCs hydrocarbons
  • United States Patent No. 5,357,749 teaches a system for purifying exhaust gas by using a catalyst that decomposes NOx (oxides of nitrogen) constituents in an oxidizing environment (lean air/fuel ratio), particularly a selective-reduction type NOx reduction catalyst that reduces NOx constituents in an oxidizing environment, and regulating the exhaust constituent concentrations such that the NOx constituent concentration and HC constituent concentration in the exhaust gas are regulated to a prescribed ratio.
  • EP 0503882 discloses a similar exhaust gas purification system.
  • NOx reduction (decomposition) catalyst optimally purifies both NOx and HC at a particular NOx-HC ratio, namely, at a particular ratio of the NOx and HC concentrations.
  • NOx reduction (decomposition) catalyst optimally purifies both NOx and HC at a particular NOx-HC ratio, namely, at a particular ratio of the NOx and HC concentrations.
  • such systems purify NOx in an oxidizing atmosphere by detecting the NOx and HC concentrations of the exhaust and controlling the detected concentration to prescribed values by regulating the air/fuel ratio, amount of secondary air, ignition timing and/or other parameters.
  • One of the known decomposition catalysts of this type is the selective-reduction type NOx reduction catalyst taught by, for example, United States Patents No. 5,326,735 and No. 5,487,268, which comprises iridium and an alkaline earth metal carried together on a substrate (monolith) comprised of at least one material or substance selected from the group comprised of metallic carbides and metallic nitrides.
  • a substrate monolith
  • Another is the catalyst taught by Untied States Patent No. 5,402,641, which is an NOx-absorbent comprising platinum (Pt) or like noble metal borne on a substrate (monolith) and referred as an absorbent catalyst.
  • JP-083091/86 and US-A-5,571,763 describe catalysts of the type comprising iridium as an inactive substance.
  • An object of this invention is therefore to provide an exhaust gas purification system of an internal combustion engine of the aforesaid type utilizing a selective-reduction type NOx (nitrogen oxide) reduction catalyst that offers enhanced NOx constituent purification performance in the exhaust gas in an oxidizing state.
  • NOx nitrogen oxide
  • the present invention provides a system for purifying exhaust gas of an internal combustion engine having a catalyst in an exhaust system of the engine, said catalyst being a selective reduction type NOx catalyst which reduces nitrogen oxide when exhaust gas generated by the engine is in an oxidizing state, the system comprising: an exhaust gas constituent concentration control means for controlling exhaust gas constituent concentration such that a ratio of hydrocarbon to nitrogen oxide in the exhaust gas is a certain value, an EGR mechanism for recirculating a part of the exhaust gas to an intake system of the engine; characterized in that the system further comprises: an EGR control means for controlling the EGR mechanism in accordance with a predetermined characteristic set with respect to oxygen concentration such that a ratio of unsaturated and/or aromatic hydrocarbon concentration to nitrogen oxide concentration in the exhaust gas is at or above a predetermined value and the oxygen concentration is below a prescribed value.
  • Figure 1 is a schematic overview of the system.
  • Reference numeral 10 in this figure designates an OHC in-line four-cylinder internal combustion engine. Air drawn into an air intake pipe 12 through an air cleaner 14 mounted on its far end is supplied to the first to fourth cylinders through a surge tank 18, an intake manifold 20 and intake valves (not shown), while the flow thereof is adjusted by a throttle valve 16.
  • a fuel injector 22 for injecting fuel is installed in the vicinity of the intake valve (not shown) of each cylinder.
  • the injected fuel mixes with the intake air to form an air-fuel mixture that is ignited in the associated cylinder by a spark plug (not shown).
  • the resulting combustion of the air-fuel mixture drives down a piston (not shown).
  • the exhaust gas produced by the combustion is discharged through an exhaust valve (not shown) into an exhaust manifold 24, from where it passes through an exhaust pipe 26 to a first catalytic converter 28 and a second catalytic converter (three-way catalytic converter) 30 to be purified and then discharged to the exterior.
  • the first catalytic converter 28 uses a selective-reduction type NOx (nitrogen oxide) reduction catalyst of the type described earlier, namely, a catalyst comprising a ceramic or other heat resistant inorganic oxide substrate (solid, perforated, granular or other monolith) and iridium borne on the substrate (monolith) as the active material (substance).
  • NOx nitrogen oxide
  • the first catalytic converter 28 can instead be an NOx decomposition catalyst as taught by United States Patents No. 5,357,749, No.5,326,735 or No.
  • 5,487,268, which comprise iridium and an alkaline earth metal substrate (monolith) together on a substrate (monolith) composed of at least one material (substance) selected from a group comprising metallic carbides and metallic nitrides.
  • the second catalytic converter 30 uses a conventional three-way catalyst.
  • the engine 10 is equipped with an EGR mechanism (exhaust gas recirculation mechanism) 100 which recirculates exhaust gas to the intake system.
  • EGR mechanism exhaust gas recirculation mechanism
  • the EGR mechanism 100 has an EGR passage 102 whose one end 102a is connected with the exhaust pipe 26 on the upstream side of the first catalytic converter 28 (not shown in Figure 2) and whose other end 102b is connected to the air intake pipe 12 on the downstream side of the throttle valve 16 (not shown in Figure 2).
  • an EGR valve 104 for regulating the amount of EGR and a volume chamber 106 are provided at an intermediate portion of the EGR passage 102.
  • the EGR valve 104 is an electromagnetic valve having a solenoid 108 which is connected to an electronic control unit (ECU) 34 (described later).
  • the degree of opening of the EGR valve 104 is linearly varied by an output command from the ECU 34.
  • the EGR valve 104 is provided with a lift sensor 110 which detects the degree of opening of the EGR valve 104 and sends a corresponding signal to the ECU 34.
  • the engine 10 is provided in its ignition distributor (not shown) with a crank angle sensor 40 for developing a cylinder discrimination signal at a prescribed crank angle of a prescribed cylinder and generating TDC (Top Dead Center) signals at prescribed crank angles, e.g., at the TDC of every cylinder, and CRK signals at subdivisions thereof, e.g., once every 15 degrees.
  • a crank angle sensor 40 for developing a cylinder discrimination signal at a prescribed crank angle of a prescribed cylinder and generating TDC (Top Dead Center) signals at prescribed crank angles, e.g., at the TDC of every cylinder, and CRK signals at subdivisions thereof, e.g., once every 15 degrees.
  • a throttle position sensor 42 associated with the throttle valve 16 generates a signal corresponding to the degree of opening of the throttle valve 16.
  • a manifold absolute pressure sensor 44 provided in the air intake pipe 12 downstream of the throttle valve 16 generates a signal corresponding to the manifold absolute pressure PBA in the intake pipe.
  • An atmospheric pressure sensor 46 provided at an appropriate location on the engine 10 generates a signal corresponding to the atmospheric pressure PA.
  • An intake air temperature sensor 48 provided upstream of the throttle valve 16 generates a signal corresponding to the temperature of the intake air.
  • a coolant temperature sensor 50 provided at an appropriate location on the engine outputs a signal corresponding to the engine coolant temperature TW.
  • an air/fuel ratio sensor 54 provided in the exhaust system at a confluence point downstream of the exhaust manifold 24 and upstream of the first catalytic converter 28 outputs a signal proportional to the oxygen concentration of the exhaust gas.
  • the output of the air/fuel ratio sensor (shown as an LAF sensor) 54 is received by a detection circuit 60, where it is subjected to appropriate linearization processing for producing a signal proportional to the oxygen concentration of the exhaust gas.
  • the output of the detection circuit 60 is forwarded through a multiplexer 62 and an A/D converter 64 to a CPU (central processing unit).
  • the CPU has a CPU core 66, a ROM (read-only memory) 68 and a RAM (random access memory) 70.
  • the analog outputs of the throttle opening sensor 42 etc. are input to the CPU through the multiplexer 62 and the A/D converter 64 and stored in the RAM 70.
  • the output of the crank angle sensor 40 is shaped by a waveform shaper 72 and the CRK signal is counted by a counter 74.
  • the count value is input to the CPU as the engine speed NE.
  • the CPU core 66 executes commands stored in the ROM 68 to compute manipulated variables in the manner described later and drives the fuel injectors 22 of the respective cylinders via a drive circuit 76 and the EGR valve 104 through a drive circuit 78. (The lift sensor 110 is not shown in Figure 3.)
  • FIG. 4 is a flow chart showing the operation of the system. Before going into an explanation of this figure, however, the exhaust gas purification technique of the invention will be explained.
  • the first catalytic converter 28 of this system uses a selective-reduction type NOx catalyst that reduces NOx constituents in the exhaust gas in an oxidizing state using HC as the reducing agent. More specifically, it uses a selective-reduction type NOx catalyst requiring HC constituents to decompose NOx constituents and is comprised of a heat resistant inorganic oxide substrate (monolith) and iridium borne on the substrate (monolith) as the active material (substance).
  • United States Patent No. 5,357,749 teaches that the performance of NOx purification in the exhaust gas in an oxidizing state can be enhanced by using an NOx decomposition catalyst and regulating the ratio of the NOx and the HC concentrations in the exhaust to a desired value.
  • olefinic hydrocarbons etc. having multiple bonds is used hereafter in this specification and the drawings to include aromatic hydrocarbons.
  • This invention which was accomplished based on the foregoing knowledge, increases NOx purification rate in an oxidizing environment by a combination of using a selective-reduction type NOx catalyst requiring HC constituents to decompose NOx constituents and avoiding injection of fuel during the overlap period when both the intake and exhaust valves are open so as to increase or prevent decrease of the percentage of olefinic hydrocarbons etc. having multiple bonds present in the exhaust gas.
  • the program begins in S10 in which the engine speed NE, absolute intake pipe pressure PBA and other detected operating parameters are read, and proceeds to S12 in which the desired air/fuel ratio KCMD is calculated.
  • the program starts at S100 in which it is checked whether fuel cutoff is in effect.
  • the program proceeds to S102 in which the desired air/fuel ratio KCMD is set to prescribed value KCMDFC (e.g., 1.0).
  • the program then proceeds to S112 in which the detected engine speed NE and manifold absolute pressure PBA are used as address data to retrieve a base value KBS of the desired air/fuel ratio from a prescribed mapped data. Then, the program proceeds to S114 in which the retrieved base value is corrected for the coolant temperature, load and the like in accordance with the engine operating condition. The program next proceeds to S116 in which the corrected base value is multiplied by a lean correction coefficient, a deceleration correction coefficient and the like for further correction, thereby calculating the desired air/fuel ratio KCMD of the current cycle (the current cycle suffix k is omitted for simpler notation).
  • the program proceeds to S118 in which the desired air/fuel ratio KCMD is subjected to appropriate limit processing, whereafter, to S120 in which the calculated desired air/fuel ratio KCMD is used as an address datum to retrieve a charging efficiency correction coefficient KETC from a prescribed table data. Then, the program proceeds to S122 in which the desired air/fuel ratio KCMD is multiplied by the retrieved charging efficiency correction coefficient KETC to calculate a desired air/fuel ratio correction coefficient KCMDM. (More explicitly, the desired air/fuel ratio KCMD and the desired air/fuel ratio correction coefficient KCMDM are expressed as equivalent ratios.)
  • the program proceeds to S14 in which a quantity of fuel injection Tout is calculated.
  • the program goes to S18 in which the fuel injection timing, more specifically, as shown in Figure 9, the fuel injection termination timing ⁇ inj, is set to a value ⁇ injle sufficient to avoid the valve overlap period when both the intake and exhaust valves are open.
  • the value ⁇ injle is, for example, set to ATDC 120 degrees and fuel injection is terminated at this crank angle so as to start fuel injection after passage of the valve overlap period and complete fuel injection during the intake stroke.
  • the desired air/fuel ratio KCMD is an equivalent ratio near 1.0 (the stoichiometric air/fuel ratio)
  • purification of the HC, NOx and CO constituents in the exhaust gas is effected primarily in the second catalytic converter 30.
  • the quantity of fuel injection Tout determined based on the fuel injection termination timing ⁇ ing set in S18 or S20 is caused to be supplied into the engine cylinder by another routine not shown in the drawings. Since this is effected by a conventional method, however, it will not be explained in detail here.
  • This chart shows that the value of HC/NOx when fuel injection was effected from during the valve overlap period (shown at a in the drawing) was larger than that when fuel was injected to avoid the valve overlap period (shown at b ). This is because in the former case part of the injected fuel blew into the exhaust system as unburned gas before the exhaust valve closed.
  • this embodiment increases the percentage of olefinic and other hydrocarbons having multiple bonds present in the exhaust gas, or at least prevents a decrease thereof, and, by this, increases the NOx purification rate in an oxidizing environment.
  • Figure 11 is a flow chart similar to that of Figure 4 showing the operation of a system according to a second embodiment of the invention.
  • the inventors' findings regarding an exhaust gas purification system using a selective-reduction type NOx catalyst requiring HC constituents to decompose NOx constituents include that a high content of olefinic and other hydrocarbons having multiple bonds in the exhaust gas is advantageous, that when a catalyst composed of a heat resistant inorganic oxide substrate (monolith) and iridium borne on the substrate (monolith) as the active material (substance) is used as the selective-reduction type NOx catalyst, then, as shown in Figure 7, the purification rate falls unless the ratio of HCs having multiple bonds to NOx, specifically the ratio of the concentration of unsaturated and/or aromatic HCs to the concentration of NOx, is above a certain value, and that, as shown in Figure 12, the purification rate rises as the O 2 concentration in the exhaust gas falls.
  • the NOx purification rate increases when the concentration ratio of HCs (unsaturated and/or aromatic HCs) to NOx is at least a prescribed value and the O 2 concentration is low.
  • the NOx purification rate improves to point f . This is attributable to the lower oxygen concentration of the exhaust gas.
  • the concentration ratio of HCs having multiple bonds to NOx is raised from point e to 4.0:1 or higher by controlling the fuel injection termination timing ⁇ ing, for example, the NOx purification rate improves to point g . This again indicates that the NOx purification rate depends on the oxygen concentration of the exhaust gas and on the concentration ratio of HCs having multiple bonds to NOx.
  • the NOx purification rate can be improved from point e to point g by optimally controlling the EGR rate (i.e., EGR amount).
  • EGR rate i.e., EGR amount.
  • EGR implementation reduces the oxygen concentration to change the air/fuel ratio from 22: 1 to 19: 1 and simultaneously changes the combustion state in a manner that lowers the NOx concentration of the exhaust gas and somewhat increases the unsaturated and/or aromatic HC concentration, thus boosting the ratio of HCs having multiple bonds to NOx.
  • EGR implementation lowers the NOx concentration of the exhaust gas, increases the concentration ratio of HCs having multiple bonds to NOx and further lowers the oxygen concentration, thereby markedly improving the NOx purification rate.
  • the second embodiment is based on this knowledge.
  • the program begins in S200 and proceeds to S210 in which the fuel injection timing is set by effecting the same procedure as in the first embodiment.
  • the program next proceeds to S212 in which it is checked whether the engine is operating in the EGR region in which EGR (exhaust gas recirculation) is effected. When the result is affirmative, the program proceeds to S214 in which the EGR rate (exhaust gas recirculation rate) is calculated.
  • Net EGR rate (steady-state EGR rate) x (gas quantity QACT determined by actual valve lift and pressure ratio across the valve)/(gas quantity QCMD determined by valve lift command and pressure ratio across valve).
  • the steady-state (base) EGR rate is determined by calculating the EGR rate correction coefficient and subtracting it from 1.
  • KEGRMAP the steady-state EGR correction coefficient
  • valve lift command value LCMD is retrieved from mapped data by use of the detected engine speed NE, the manifold absolute pressure PBA and the desired air/fuel ratio KCMD.
  • the characteristics of the valve lift command value LCMD are predefined and the mapped as shown in Figure 15 and retrieval is effected using the engine speed NE, manifold absolute intake pipe pressure PBA and desired air/fuel ratio KCMD as address data.
  • KCMD2 is a value smaller in equivalent ratio (leaner in air/fuel ratio) than KCMD1
  • KCMD3 is a value smaller in equivalent ratio (still leaner in air/fuel ratio) than KCMD2.
  • the valve lift command values LCMD mapped for KCMD2 are set to be larger than those mapped for KCMD1 and those mapped for KCMD3 to be larger than those mapped for KCMD2.
  • the valve lift command values are predetermined so as to increase the amount of exhaust gas recirculated to the intake system and supplied to the combustion chamber and thus to decrease the O 2 concentration of the exhaust gas as the desired air/fuel ratio KCMD becomes leaner.
  • KCMD2 is a value smaller in equivalent ratio (leaner in air/fuel ratio) than KCMD1
  • KCMD3 is a value smaller in equivalent ratio (still leaner in air/fuel ratio) than KCMD2.
  • the steady-state EGR rate correction coefficients KEGRMAP mapped for KCMD2 are set to be smaller than those mapped for KCMD1 and those mapped for KCMD3 to be smaller than those mapped for KCMD2. This is because the system responds to a leaner desired air/fuel ratio KCMD by increasing the amount exhaust gas recirculated to the intake system and supplied to combustion chamber, thereby reducing the required quantity of fuel injection.
  • the retrieved lift command value LCMD is then compared with a prescribed lower limit value LCMDLL (small value) in S308.
  • LCMDLL small value
  • the program goes to S310, in which the ratio of the manifold absolute pressure PBA to the atmospheric pressure PA (PBA/PA) is determined and this ratio and the retrieved valve lift command value LCMD are used to retrieve the gas quantity QCMD (the aforesaid gas quantity determined by the lift command value and the pressure ratio across the valve) from a prescribed map.
  • the detected actual valve lift LACT and the same PBA/PA are used as address data to retrieve the gas quantity QACT (the aforesaid gas quantity determined by the actual lift and the pressure across the valve) from a prescribed map.
  • the steady-state EGR rate (the EGR rate during stable EGR operation) is calculated by subtracting the retrieved base EGR rate correction coefficient KEGRMAP from 1, whereafter the net EGR rate is calculated as shown in S316.
  • the fuel injection correction coefficient KEGRN for the EGR rate is calculated in S318.
  • the difference obtained by subtracting the net EGR rate from 1 is defined as the fuel injection correction coefficient KEGRN, whereafter the calculated fuel injection correction coefficient KEGRN is successively stored in the ring buffer.
  • the aforesaid dead time ⁇ (expressed by ring buffer number) is retrieved from a prescribed mapped data using the detected engine speed NE and manifold absolute pressure PBA as address data.
  • the fuel injection correction coefficient KEGRN corresponding to the retrieved dead ⁇ is the read in S406.
  • the value calculated 12 cycles earlier is selected and used as the fuel injection correction coefficient KEGRN of the current cycle.
  • the fuel injection correction coefficient KEGRN determined is used as part of the correction coefficients KTOTAL to correct the quantity of fuel injection.
  • the system according to the second embodiment lowers the O 2 concentration of the exhaust gas without increasing the amount of fuel, and increases the concentration ratio of unsaturated and/or aromatic HCs to NOx. It therefore achieves a marked improvement in the NOx purification rate.
  • Figure 19 is a graph illustrating the operation of a system according a third embodiment of the invention.
  • a correction coefficient KL is determined in accordance with the desired air/fuel ratio KCMD. Specifically, only one set of the mapped characteristics of the valve lift command value LCMD shown in Figure 15 is established, retrieval is effected using the engine speed NE and the manifold absolute pressure PBA as address data, and the retrieved value is multiplied by the correction coefficient KL to calculate the valve lift command value LCMD. Although not shown in the drawings, a correction coefficient may also be similarly established for the steady-state EGR rate correction coefficient KEGRMAP shown in Figure 16.
  • the NOx purification rate is improved by lowering the O 2 concentration of the exhaust gas, while the configuration is simpler since the number of mapped data are decreased.
  • the HC constituent makeup of the exhaust gas in the direct-injection engine is also observed to differ with the fuel injection timing. Since the direct-injection engine ordinarily effects stratified combustion under low engine load, fuel injection is timed to occur during the compression stroke. When the fuel injection timing is varied within the compression stroke, however, fuel falling outside the stratified combustion range is discharged without being burned.
  • fuel injection is timed to occur during the intake stroke, resulting in premixed combustion, or during both the intake stroke and the compression stroke, resulting in a combination of premixed and stratified charging.
  • the combustion state is modified and the types of HCs in the exhaust gas change when the fuel injection timing is varied within the intake stroke and when the fuel injection timing during, or the apportionment of fuel injection between, the intake stroke and the compression stroke is varied.
  • the concentration of unsaturated and/or aromatic HCs in the exhaust gas can be regulated by varying the fuel injection timing.
  • the second catalytic converter 30 can be an NOx reduction (decomposition) catalytic converter with three-way catalytic capability or an oxidation catalytic converter that oxidizes hydrocarbons, carbon monoxide and the like.
  • the only requirement of the second catalytic converter 30 is that it be able to efficiently purify hydrocarbons and carbon monoxide when the exhaust gas is other than a lean air/fuel ratio atmosphere.
  • the EGR mechanism is not limited to the electrically-powered exhaust gas recirculation valve used in the described embodiments but can instead be an exhaust gas recirculation valve utilizing a diaphragm operated by engine negative pressure.
  • an O 2 sensor may be used instead of the aforesaid air/fuel ratio sensor that produces an output proportional to the oxygen concentration of the exhaust gas.
  • the embodiment is configured to have a system for purifying exhaust gas of an internal combustion engine having a catalyst in an exhaust system of the engine, said catalyst reducing nitrogen oxide when exhaust gas generated by the engine is in an oxidizing state, including: an exhaust gas constituent concentration control means for controlling exhaust gas constituent concentration such that a ratio of hydrocarbon to nitrogen oxide in the exhaust gas is a certain value.
  • an EGR mechanism is provided for recirculating a part of the exhaust gas to an intake system of the engine; and an EGR control means is provided for controlling the EGR mechanism in accordance with a predetermined characteristic such that a ratio of unsaturated and/or aromatic hydrocarbon concentration to nitrogen oxide concentration in the exhaust gas is at or above a predetermined value.
  • the invention improves the NOx purification rate of the catalyst by optimizing the ratio of unsaturated and/or aromatic hydrocarbon concentration to nitrogen oxide concentration in the exhaust gas.
  • the embodiment is configured such that said EGR control means further controls the EGR mechanism in accordance with a predetermined characteristic such that oxygen concentration in the exhaust gas is below a prescribed value.
  • the invention further improves the NOx purification rate of the catalyst by controlling the oxygen concentration to not higher than a prescribed value, in addition to optimizing the ratio of unsaturated and/or aromatic hydrocarbon concentration to nitrogen oxide concentration in the exhaust gas.
  • the embodiment is configured such that it further includes: an injection timing control means for controlling a timing of fuel injection to be supplied to the engine in accordance with a predetermined characteristic such that a ratio of unsaturated and/or aromatic hydrocarbon concentration to nitrogen oxide concentration in the exhaust gas is above a predetermined value.
  • an injection timing control means for controlling a timing of fuel injection to be supplied to the engine in accordance with a predetermined characteristic such that a ratio of unsaturated and/or aromatic hydrocarbon concentration to nitrogen oxide concentration in the exhaust gas is above a predetermined value.
  • the embodiment is configured to have a system for purifying exhaust gas of an internal combustion engine having a catalyst in an exhaust of the engine, said catalyst reducing nitrogen oxide when exhaust gas generated by the engine is in an oxidizing atmosphere, including: an exhaust gas constituent concentration control means for controlling exhaust gas constituent concentration such that a ratio of hydrocarbon to nitrogen oxide in the exhaust gas is a certain value.
  • an air/fuel ratio control means is provided for controlling an air/fuel ratio to be supplied to the engine to a value leaner than a stoichiometric air/fuel ratio; and an injection timing control means is provided for controlling a timing of fuel injection to be supplied to the engine in accordance with a predetermined characteristic such that the fuel injection is effected to avoid a period during which an intake valve and an exhaust valve is open in order that a ratio of unsaturated and/or aromatic hydrocarbon concentration to nitrogen oxide concentration in the exhaust gas is above a predetermined value.
  • the invention further improves the NOx purification rate of the catalyst in an oxidizing atmosphere by optimizing the ratio of unsaturated and/or aromatic hydrocarbon concentration to nitrogen oxide concentration in the exhaust gas.
  • the improvement of the NOx purification rate is particularly outstanding with a catalyst composed of iridium as the active material (substance) carried on a heat resistant inorganic oxide substrate (monolith).

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Environmental & Geological Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Biomedical Technology (AREA)
  • Analytical Chemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Health & Medical Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Catalysts (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Exhaust Gas Treatment By Means Of Catalyst (AREA)

Claims (3)

  1. System zum Reinigen von Abgas eines Verbrennungsmotors (10) mit einem Katalysator (28) in einem Abgassystem (26) des Motors, wobei der Katalysator ein NOx-Katalysator vom selektiven Reduktionstyp ist, der Stickoxid reduziert, wenn sich ein vom Motor erzeugtes Abgas in einem Oxidationszustand befindet, wobei das System umfasst:
    ein Abgasbestandteilskonzentrations-Steuer/Regelmittel (34) zum Steuern/Regeln einer Abgasbestandteilskonzentration derart, dass ein Verhältnis von Kohlenwasserstoff zu Stickoxid im Abgas ein bestimmter Wert ist,
    einen AGR-Mechanismus (100) zum Zurückführen eines Teils des Abgases zu einem einem Einlasssystem (12, 18) des Motors, dadurch gekennzeichnet, dass das System femer umfasst:
    ein AGR-Steuer/Regelmittel (34) zum Steuern/Regeln des AGR-Mechanismus nach Maßgabe einer bezüglich einer Sauerstoffkonzentration festgelegten vorbestimmten Charakteristik derart, dass ein Verhältnis einer Konzentration von ungesättigten und/oder aromatischen Kohlenwasserstoffen zu einer Stickoxidkonzentration im Abgas bei einem vorbestimmten Wert oder oberhalb des vorbestimmten Werts liegt und die Sauerstoffkonzentration unterhalb eines vorgeschriebenen Werts liegt.
  2. System nach Anspruch 1, wobei das AGR-Steuer/Regelmittel (34) Mittel zum Steuern/Regeln des AGR-Mechanismus (100) in Antwort auf ein gewünschtes Luft-/Kraftstoffverhältnis umfasst.
  3. System nach Anspruch 1 oder 2, wobei der Katalysator aus einem hitzebeständigen anorganischen Oxidsubstrat (Monolith) und auf dem Substrat (Monolith) aufgebrachtem Iridium als ein aktives Material (Substanz) zusammengesetzt ist.
EP98306477A 1997-08-14 1998-08-14 Abgasreinigungssystem für Verbrennungsmotoren Expired - Lifetime EP0897741B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP23332897 1997-08-14
JP233328/97 1997-08-14
JP23332897A JP3442621B2 (ja) 1997-08-14 1997-08-14 内燃機関の排気ガス浄化装置

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EP0897741A2 EP0897741A2 (de) 1999-02-24
EP0897741A3 EP0897741A3 (de) 1999-08-18
EP0897741B1 true EP0897741B1 (de) 2005-07-13

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DE19948298A1 (de) 1999-10-06 2001-04-12 Volkswagen Ag Direkteinspritzende Brennkraftmaschine mit NOx-reduzierter Emission
JP2002276418A (ja) * 2001-03-23 2002-09-25 Hitachi Ltd ターボ過給機付き筒内噴射エンジン及びその制御方法
US6857263B2 (en) * 2002-08-08 2005-02-22 The United States Of America As Represented By The Administrator Of The Environmental Protection Agency Low emission diesel combustion system with low charge-air oxygen concentration levels and high fuel injection pressures
US20090178396A1 (en) * 2008-01-11 2009-07-16 Cummins Inc. EGR catalyzation with reduced EGR heating
KR20110012498A (ko) * 2009-07-30 2011-02-09 현대자동차주식회사 배기 시스템
FR2965584B1 (fr) * 2010-10-05 2013-06-28 Renault Sas Procede de determination d'un taux de gaz d'echappement recircules a l'entree d'un cylindre d'un moteur a combustion interne et moteur mettant en oeuvre un tel procede
WO2012056515A1 (ja) 2010-10-26 2012-05-03 トヨタ自動車 株式会社 内燃機関の制御装置
JP5810862B2 (ja) * 2011-11-18 2015-11-11 三菱自動車工業株式会社 内燃機関の制御装置
EP2913506B1 (de) * 2012-10-25 2021-02-17 Mitsubishi Heavy Industries Engine & Turbocharger, Ltd. Dieselmotorsteuerungsvorrichtung
JP2014169684A (ja) * 2013-03-05 2014-09-18 Denso Corp 内燃機関のｅｇｒ制御装置
DE102017009583B3 (de) * 2017-10-16 2018-11-22 Mtu Friedrichshafen Gmbh Verfahren zur modellbasierten Steuerung und Regelung einer Brennkraftmaschine

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Publication number Publication date
DE69830821T2 (de) 2006-05-18
EP0897741A3 (de) 1999-08-18
JP3442621B2 (ja) 2003-09-02
DE69830821D1 (de) 2005-08-18
JPH1162717A (ja) 1999-03-05
US6173704B1 (en) 2001-01-16
EP0897741A2 (de) 1999-02-24

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